Lithium

I know people who have done ~300kw @ hubs from stock EVO 9 turbos as well, as well as EVO3 16Gs with the bigger comp and turbine housings. We are going the non-EVO fit EVO3 spec 16G with 8cm housing so I'm picking we'll be able to make some decent power. The car only has a 2.5bar sensor so we can't get too carried away with boost, but I am sure we'll still get OK results

This is an area which I am curious about too and am not sure what to make of. Garrett don't seem to release different compressor maps for their different housing sizes for the same wheels - but in saying that I have definitely seen cases where people have made more power upgrading to different housings. I know for sure that people have got power improvements with EVO 16Gs going up to a larger compressor housing size, the same applies to people with XR6 Turbos (going from the stock .50a/r unit to the .70a/r housing seen with aftermarket GT3582Rs) - but at the same time a guy I know did an experiment with a maxed out Garrett "T04Z". The turbo was totally maxed out on race fuel, 770hp @ hubs from memory. He got the compressor housing extrude honed and put it back on the dyno for another go, attempted a full retune to suit and no difference anywhere - it was like nothing at all had changed. They couldn't push the boost any higher, nothing. At this stage I am playing with the idea that its a case of getting the smallest scroll (will call it tube) possible to flow the amount of air you need, a smaller tube may allow pressure to build a bit quicker but then there will be a point it may become a bottle neck. If your tube is big enough then going up a size may make no difference at all, but if the compressor flow is being restricted by it then I'm guessing an upgrade would be beneficial. Maybe someone like Stao @ Hypergear will have some insight, as he's probably used similar cores in different housing combinations.

I saw the point you were making, I was half disagreeing. A smaller turbo makes it easier to go the times the setup is capable of - a bigger turbo will make more power and if you CAN harness the power the potential is there for even quicker times. That means 1/8th mile AND 1/4mile.... you'll find as you go through the 1/4 mile lists you'll find the turbo size gradually going up, and 1/8th mile times gradually going down

Gets tricky, depends on weight of cars and how hard they are being pushed etc. There are R33s and Soarers running mid 11s with GT3076Rs, SimonR32 here has run a very low 11 with his lighter R32, and PJ has run mid/low 10s with a GT3037 in a lighter again S13 (SR20).

Back to this - after much umming and ahhing the PE1420 from a certain S14 is going to be replaced with a Kando TD05-16G, T25 internally gated with the 3" intake housing and will fabricate to suit. Will be interesting to see how that performs

There seems to be strange ideas about 1/8th mile versus 1/4 mile times. The biggest time advantage is made up on the early parts of a run, if you sorted a big list of times from "like" cars I'm betting you'll find that the general trend is the quicker 60fts, and 1/8th mile times will almost always preceed the quickest 1/4mile times. Something that is no quicker to the 1/8th but substantially quicker over the 1/4 is wasting a heap of power. The T67 and GT3076R seem to be much of a muchness in terms of drag performance.

They are not rated to 315rwkw, more like 315kw at the crank. There is no straight bolt-on version that I am aware of, you'd need an aftermarket/custom kit - be that including a modified/aftermarket housings or whatever. It will most likely require a reasonable amount of custom work.

Moar good genuine Garrett stuff.... yay http://atpturbo.com/mm5/merchant.mvc?Screen=PROD&Store_Code=tp&Product_Code=ATP-HSG-210&Category_Code=GTH

Didn't it make good power on pump gas? If it can made 450kw on straight pump gas then it should be able to make a fair bit more than that on E85... if it isn't then the cause is more likely to be ignition or something along those lines.

It's saying absolute pressure, it's running about 175kpa gauge pressure so 26-27psi

I'm surprised that you've looked through 20 pages and not realised that the EFR8374 would be by far the most logical alternative?

Awesome, look forward to seeing how these affect results Good luck!

Going from a ball bearing Garrett to a journal Precision for durability is a curious way of going... unless you are thinking in terms of the relative price of replacements? Sent from my GT-I9505 using Tapatalk 2

Thats a hard one with the amount of comparable data out there (or not) however from a personal opinion standpoint I feel more comfortable about the idea of a GTX3582R. I reckon if someone tried both back to back on the exact same car the spool/power difference (or balance of) will be very close however with the Garrett you are getting an ACTUAL OEM quality unit you know you can count on, while the Precision turbos are not shite they just don't have quite the reputation of the Garrett. So yeah, I consider the PT6262 and GTX3582R more or less interchangeable (or side by side) in those lists - money no object I'd take the GTX, PT6262 is the slightly more budget option.

LOL maybe it did, would be interesting to see a dyno overlay - a T04R would make more power too. Shame the website is full of broken links.

Here is another drag car which will be trialling the new prototype FP 94mm turbos, a Rigoli build 3.3litre flat six Subaru BRZ

????

I did some tuning on a 4cylinder which previously ran a 52trim GT2871R which has since upgraded to a GTX2867R - it previously was tuned to 16psi on BP98 (which was at the limit of it's fuel system) and hitting 12psi by 3600rpm. We took it out for initial testing and road tuning and It now hits 12psi by 3200rpm, and the fuel system was at it's limit on 13psi at peak power rpm with the same AFR targets so safe to say it flows quite a lot better. Not sure if the T28 hotside will start becoming a limiting factor if/when the boost gets wound up, it is still on a .64 hotside.

Other people were discussing it so I figured I'd add my 2c. And while people turn their brains off about dynos overseas, at the end of the day the results measured on the same dyno will be relative. Turn the numbers off and pay attention to the relative curves if you are have beliefs of what numbers are realistic based off your own ideologies.

It sucks that FP don't get taken more seriously by more people when there isn't really any reason not to. They have been doing the HTA turbos for ages, with proven results all around. I love the fact that (and this has come up a few times) the FP3582HTA and the GTX3076R apparently quite similar in response, it makes quite a few turbos redundant. Compare (hypothetical) performance of a few turbos in that size range Power potential 1) GTX3582R 2) FP3582HTA 3) GT3582R 4) GTX3576R 5) GTX3076R Spool: 1) GTX3076R 2) FP3582HTA 2) GTX3576R 4) GT3582R 5) GTX3582R Being second best on both lists kindof puts it on a different level in terms of balance of power vs response really.

Wow, on E85 that'll probably be quite an eye opener - your setup is definitely more suited to the GTX than the GT, with a bunch of boost it may surprise a few. Being no RB26 with twins is a good thing in the case of your engine/turbo setup, much better - though I am surprised by the lag.... it should be able to build boost better than that on a 3 litre, I would have thought.

That's frustrating, but good to know its not an indicator of the turbo's performance. How was it's response without the leaks? Granted at 280kw it still won't be showing its full magic - but its got to have been a bit better! Thanks for the updates, looking forward to hearing how it goes with the wick wound up a bit - those sound like really sharp times already! What times does the GTR do there?

That isn't flash! What setup, assuming stock SR20 with bolton internal unit? How much boost, was that maxed out? Looking at one for that kind of setup.... Sent from my GT-I9505 using Tapatalk 2

Tuning in 'VE' is just a way of making it easier for the the tuner to make changes and see what is going on, so long as it is a competent tuner the end result should be the same - if any tune isn't matched to the VE patterns of the engine then the mixtures will be all over the show. So really all tuning is VE tuning, it's just sometimes more obvious than others depending on the software ;-)

Check 707160-9...